Train stop



June I9, 1923.

W. MAXWELL ET AL TRAIN STO? Filed June 24, 1921 3 Sheets-Sheet 2INVENTORS ATTO RN EY WITNESS:

June 19, 19.23.

W. MAXWELL ET AL TRAIN STOP l Filedjune 24, 1921 5 Sheets-Sheet 3INVENTOR L Y E ATTORNEY Patented .lune 19, 1923.

u is 'ri WILLIAM MAXWELL AND LEROY A.,BARKER`,OFFBEDlclR-ICK'J?OWN',0310.v`

- TRAIN smor.

' iaaaczg HCE Application filed June 24, 1921. Serial No. 480,141.

To all whom t may concern: l

Be it known that we, lVILLiAM MAXwnLL and Linzer A. ABARKnmcitizens ofthe United States, residing'at Fredericktown, in the county of Knox andState oi Ohio, have invented new and useful improvements in Train Stops,of which thefollowing a specification.

This invention .relates to a n automatic train stop, the general objectof the.,inven-A tion being to provide means rfor turning yoff thesteanito the cylinders 1andapplying the brakes iftheengineer should runby a signal or if the trainshould ,approachan open switch.` V 1 i ,nAnotherobject of vtheinvention is to so arrange thevparts that ,itwillbe necessary for the engineer to close a valve by hand before hecanstart the locomotivefagain.

A further object of the invention J-isto provider manually operatedmeans whereby the engineerA can ,render the device inactive, whendesired, and means for preventing the device from operating when thelocomotive is backing.

This invention also consists in certain other features of constructionand in the combination and arrangement of the several parts, to behereinafter fully described, illustrated in the accompanying drawingsand specilically pointed out in the appended claim.

In describingr the invention in detail, reference will be had to theaccompanying drawings wherein like characters denote like orcorresponding parts throughout the several views, and in which Figure 1is a diagrammatic elevation showing the locomotive equipped with ourinvention.

Figure 2 is a diagrammatic view showing the different parts oi" theinvention.

. Figure 3 is an enlarged view oi the sliding member which engages thetrack obstruction.

Figures 4. 5 and 6 are detail views.

Figure 7 is a detail view of the three-way valve.

In these views 1 indicates a cylinder which is arranged in the cab oithe locomotive and.

of the cylinderl engages a part ofthe air-y brake lever 11. QA. pipen12enters the rea-r of this cylinder S. These pipes 7 and 12 are coupledlto a pipe line 13 which leads to an airtank 14. A threewayvalve 15 islocated in said pipeline, the ports in which'are l arranged to connectthe tankwith thecylinders rin one'position ofthe valve and "to connectthecylinders withan exhaust port Iin the valve casing in the otherposition of the valve. handle 1.6 which is in reach of the engineer.

A rod 17 is slidably mounted lon a part lof the locomotive by meansofthe/brackets 18 and the upper end ofA said rodis provided Thisvalve isprovided rwith `a with a head 19 which is adaptiedto: engageg.

,f thehandlel [16.,v A block 20 .isfhinged to the lowerend of the rodlZbythe hinge., 21, The parts are so arranged. that whenfthe anobstruction itwillswing on",itshinge,and,l

will notimove lthe rod but when the 4vlocomotive is moving forwardly andthe' block should strike an obstructionsaid block will be held againstswinging movement so that it will be compelled to ride up the obstrucofa cam member 24 which is pivotallyv mounted at 25l to` a support alongthetrack. A connection 26 connects this member 24 with the bell crank 27which is connected with a part of the signal means 28 in such l a mannerthat when the signal is set the obstruction will be in raised positionso that it will engage the block`20 of a train if the engineer shouldfail to stop before reaching the member 24.

This member 24 `can be connected with switch operating` means so thatwhen a switch is op'en the obstruction will be raised to prevent a trainfrom entering the open switch.

From the above it will be apparent that if the engineer should fail tostop at a set signal the rod 17 will be Jforced upwardly by theblock 20striking the member 24 and this 75 l, locomotive is backing'andJthisblock.strikes `to apply the brakes.

upward movement of the rod will cause the handle 16 to move upwardly andthus open the pipe line 13 to permit the compressed air in tank 14 toflow into the cylinders 1 and 8. As will be seen the piston 2 incylinder 1 will b'e moved rearwardly to cause the hooked end of itspiston rod to first release the latch of the throttle and then move thethrottle to shut off the steam. Piston lO of vcylinder 8 is movedforwardly so that its piston rod will actuate the brake lever The pipe 7is of comparatively large dimensions so as to make the piston 2 movequickly to the rear while pipe 12 is of small dimensions so that piston10 moves slowly yto apply the brakes so that the steam is` shut offimmediately upon the opening of the valve while the brakes are lappliedgradually. This will Ibring the train to a stop and before the engineercan start it up again it will be necessary for him yto push the handle16 downwardly to reset the device'. This movement of the handle 16 willshut off the supp-ly of compressed air from the tank and will permit'theair `in the cylinders 2 and S to escape so that the throttle can beopened and the brakes re leased.

If the engineer wishes to render the device inactive for any reason itis simply necessary for him to `push upon the handle 23 of link 22 toswing block 20 above the members 24.

It is thought from the foregoing descrip tion that the advantages andn-vel features of the invention will be readily apparent.

IVe desire it to be understood that we may make changes in theconstruction and in the combination and arrangement of the severalparts, provided that such changes fall within the scope of the appendedclaim.

What we claim is In combination with a throttle and brake levers of alocomotive, a pair of cylinders, pistons therein having their rodsengaging the throttle and brake levers, a compressed air tank, a pipeline connecting the same with the cylinders, a valve in the line, avertically movable rod having its upper end engaging a part on thevalve, a block hinged to the lower end of the rod, a member on the trackfor engaging said block for forcing the rod upwardly, the hingepermitting the block to swing without moving the rod when the locomotiveis backing and manually operated means for swinging the block upon itshinge to render the device inoperative.

In testimony whereof we aiiixour signatures.

WILLIAM MAXWELL. LEROY A. BARKER.

